Automatic train-stop.



Nm 135,792. MTENTBD AUG; 11, 19o3. y

c. P. MILLER..

MEOMATIGTRAIN STOP.

A Mummert Hup IAB. 11.11903.

N0 MODEL 2 SHEETS-SHEET 1.

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^ i -PATBNTED AUG. 11, V1903. 0.1?. MILLER. AUTOMATIGDTRAIN STOP.

A IIIIIIIIIIIIIIII AB.. 11; 1903.

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`lPatented August-.11, 1903.

PATENT OFFICE.

CHARLES F. MILLER, OFPOTTSVILLE, PENNSYLVANIA. l

AUTOMATIC SPECIFICATION forming part of Letters TRAIN-STOP.

Patent No. 735,792, dated August 11, 1903.

Application iiled March 11.1903. Serial No. 147,214. (No model.)

To a/ZZ whom it may concer-71,:

Beit known that I, CHARLES F. MILLER, a

citizen of the United States, residing at Potts- Y ville, in the county of Schuylkill and State of Pennsylvaniayhave invented certain new and useful Improvements in Automatic Train-v use the same.

This invention relates to appliances for use in connection with steam and other railways for preventing collisions between trains, the invention consisting of an improved appliance adapted to effect automatically the stopping of a train through the medium of an airbrake valve located to be tripped when the train attempts to pass a danger-signal.

The nature of the invention will be readily comprehended, reference being had to the following detailed description and to the accom panying drawings, illustrating the invention in its preferred form of embodiment, it being understood that various modifications may be made therein without departing from the spirit of invention defined by the concluding claims. Y

In the drawings, Figure l is a view in elevation of an automatic train-stopping appliance embodying my invention. Fig. 2 is a plan View, and Fig. 3 is an elevation, of the support for the trip. detail View of the air-brake valve.y

Referring to the drawings by numerals, 1 denotes a semaphore-post erected at one side of the trackand having a pivoted board 2, constituting the block-signal and moved by means manipulated from the house or tower, said means including a short shaft 3, mounted toward the base of the stand and to which is fixed a T-lever 4, connected at its upper arms by rods 5 G to the boardY 2. The rods 5 6 are preferably of hollow construction to permit of the insertion of weights to exactly counterbalance the board and connections hereinafter described, whereby little power is necessary to move the parts. Suchmovement may be effected mechanically, electrically, or through the medium of a mptive fluid.

At the inside of and adjacent to one of the track-rails is a bracket 7, having in its ends Fig. 4 is an enlarged spike-holes for convenience in securing it to 'the cross-ties, the bracket between its ends being arched and centrally slotted, and at the slot are depending ears 8 8, to which is pivoted, by means of a pin 9, a trip having an upper arm 10 and a lower arm 11, arranged at an obtuse angle to the arm 10 and connected by a rod 12 with the lower arm of the `T-lever 4. The rod Y12 is formed of two sections adj ustably connected by a turnbuckle 13, whereby the throw of the trip is accurately governed. In the normal depressed position of the board 2 (which indicates a clear track) the trip-arm 10 assumes the horizontal position indicated by the dotted lines in Fig. 1; but when said board is raised to indicate that the block is closed the trip is moved to bring its arm 10 above the top of the bracket and in the path of an arm 14, carried by a valve 15 on the engineer motor-car. This valve is secured at the end of an extension 16 of the air-brake pipe and is normally closed, the arm 14 being positioned to move in a path into which the trip extends. By reference to Fig. 4 it will be observed that the valve is of the double-acting type, so as to effect the opening of the train-pipe whetherthel engine or motor-car is going forward or backward. If the trains are operated on a single track, I may employ right and left hand valves in connection with a single trip or I may employ a single valve with right and left hand trips.

Should the valve 15 become disordered or the extension become broken through derailment or other cause, the extension is closed by a specially-provided hand-valve 17. It will be understood that the valves 15 and 17 are independent of the usual hand -valve, (shown at 1S.)

In practice if an engineer or motorman attempts to pass a board in position indicating danger or an occupied block the valve is tripped and the brakes are automatically set, and owing to the location of the brake beneath the engine or car the engineer or motormanvfis compelled to leave the engine or car to close the valve, and this necessitates a complete stoppage ofthe train before Aaccess to the valve can be had.

dental opening of the valve through jar or other cause, I provide, as shown in Fig. 4, a spring-pawl 19, which frictionally engages a To prevent acci.

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V-notch in a disk 20, carried by the Valvestein. Other' notches 2l 22 in the disk are positively engaged by the pawl when the valve is opened, and said paw] must he moved to unlock the valve by the engineer or motorman.

The trip is, as shown, located opposite to the semaphore and connected by a single rod, thus obviating lost motion, which would occur with the employment of a system of bollcranks and rods.

I claim as my inventionl. In combination, a post, a pivoted signal thereon, a T-lever, weighted conntcrbalancing hollow rods connecting the lever and signal, a pivoted trip at the track-rail opposite to the post, a single rod connecting the T-lever and trip and adjustable as to length, and an air-brake-pipe valve adapted to be engaged and opened by the trip when the signal is in danger position. 2. In combination, an air-brake pipe carried by an engine or motor-car, a pipe depending` from said main pipe and having a hand-valve the latter being located beneath the engine or car, a pipe connected with and extending laterally from the depending pipe, a double-acting Valve at the end of the lateral extension-pipe said valve having a horizontally-movable handle, and a verticallymovable trip arranged to be thrown into the path of the last-named valve-handle to aut-omatically open said valve.

23. In combination with a trip at the trackrail, an air-brake-pipe valve on the engine or motor-car, a horizontally-inovable handle on said valve, adapted to be engaged by said trip, and a spring-paw] adapted to frictionally hold the Valve in closed position and to positively hold the valve in open position.

In testimony whereof I aiiix my signature in presence of two witnesses.

CHARLES F. MILLER. lVitnesses:

I-T. E. MUEHLHOF, G. A. BERNIER. 

